KR102636741B1 - Automatic Driving control apparatus, vehicle having the same and method for controlling the same - Google Patents

Abstract

The vehicle of the present invention includes a first image acquisition unit that acquires an external image; a second image acquisition unit that acquires an internal image; An obstacle detection unit that detects obstacles; Autonomous driving is controlled based on obstacle detection information detected by the obstacle detection unit and image data acquired by the first image acquisition unit, and luminance data among the image data acquired by the first and second image acquisition units is encrypted during autonomous driving control. a control unit that does; and a storage unit that stores the encrypted luminance data.

Description

Automatic driving control apparatus, vehicle having the same and method for controlling the same}

The present invention relates to a vehicle and its control method for managing images acquired for autonomous driving.

A vehicle is a device that moves on the road, and is equipped with various devices to protect occupants, assist driving, and improve riding comfort.

Recently, research is being actively conducted on autonomous driving control devices that allow the vehicle to automatically drive to its destination by recognizing the road environment, judging the driving situation, and controlling the vehicle to drive along a planned driving path.

This autonomous driving control device recognizes changes in the position of obstacles and lanes, and allows the vehicle to drive in a safe lane while avoiding obstacles based on the recognized information.

The autonomous driving control device transfers control of the vehicle to the driver when an unexpected situation occurs during autonomous driving control of the vehicle. In this situation, there was a problem that it was difficult to determine the cause of the accident when an accident occurred.

One aspect provides an autonomous driving control device that encrypts and stores video data or transmits the encrypted video data to a server when the driving situation is at risk of an accident, a vehicle having the same, and a method of controlling the same.

Another aspect provides an autonomous driving control device that encrypts only luminance data among image data, a vehicle having the same, and a method of controlling the same.

Another aspect provides an autonomous driving control device that encrypts only image data corresponding to the direction in which an accident risk situation occurs, a vehicle having the same, and a method of controlling the same.

An autonomous driving control device according to one aspect includes a communication unit that communicates with an image acquisition unit that acquires images around the exterior of the vehicle and images of the interior of the vehicle, and an obstacle detection unit that detects obstacles; A control unit that controls autonomous driving based on obstacle detection information detected by the obstacle detection unit and image data acquired by the image acquisition unit, and encrypts luminance data among the image data acquired by the image acquisition unit during control of autonomous driving; and a storage unit that stores the encrypted luminance data.

The control unit of the autonomous driving control device according to one aspect may identify a region of interest in the image data, check the sizes of macro blocks divided into different sizes based on the luminance and color difference of the image data, and determine the macro blocks within the identified region of interest. Among them, the luminance data of a macro block smaller than a preset size is encrypted.

The storage unit of the autonomous driving control device according to one aspect includes a first memory and a second memory, and the control unit determines whether an accident risk situation is present based on obstacle detection information detected by the obstacle detection unit during autonomous driving control and determines whether the accident risk situation is If it is determined that this is not the case, the first memory is controlled to store the encrypted luminance data in the first memory, and if it is determined that there is an accident risk situation, the second memory is controlled to store the encrypted luminance data in the second memory.

The first memory of the autonomous driving control device according to one aspect is a volatile memory, and the second memory is a non-volatile memory.

The control unit of the autonomous driving control device according to one aspect includes identifying a region of interest in image data and encrypting luminance data of the identified region of interest.

The control unit of the autonomous driving control device according to one aspect checks the sizes of macro blocks divided into different sizes based on the luminance and color difference of image data, and determines the luminance of a macro block smaller than a preset size among the confirmed macro blocks. Encrypt data.

The communication unit of the autonomous driving control device according to one aspect performs communication with a server, and the control unit determines whether an accident risk situation is possible based on obstacle detection information detected by the obstacle detection unit during autonomous driving control, and if it is determined to be an accident risk situation, an encrypted Controls the communication unit to store luminance data in the server.

A vehicle according to another aspect includes a first image acquisition unit that acquires an external image; a second image acquisition unit that acquires an internal image; An obstacle detection unit that detects obstacles; Autonomous driving is controlled based on obstacle detection information detected by the obstacle detection unit and image data acquired by the first image acquisition unit, and luminance data among the image data acquired by the first and second image acquisition units is encrypted during autonomous driving control. a control unit that does; and a storage unit that stores the encrypted luminance data.

According to another aspect, the control unit of the vehicle may identify a region of interest in the image data, check the sizes of macro blocks divided into different sizes based on the luminance and color difference of the image data, and preliminarily select macro blocks within the identified region of interest. Encrypts the luminance data of macro blocks smaller than the set size.

According to another aspect, the storage unit of the vehicle includes a first memory and a second memory, and the control unit determines whether an accident risk situation is present based on the obstacle detection information detected by the obstacle detection unit during autonomous driving control, and if it is determined that it is not an accident risk situation, The first memory is controlled to store the encrypted luminance data in the first memory, and if it is determined that there is an accident risk situation, the second memory is controlled to store the encrypted luminance data in the second memory.

A method of controlling a vehicle according to another aspect is, in the autonomous driving mode, controlling the autonomous driving of the vehicle based on the external image acquired by the first image acquisition unit and the obstacle detection information acquired by the obstacle detection unit, During driving control, it is determined whether there is an accident risk situation based on the obstacle detection information detected by the obstacle detection unit, and if it is determined that it is an accident risk situation, the external image data of the vehicle acquired by the first image acquisition unit and the second image acquisition unit The image data inside the vehicle obtained by each is encrypted and stored.

Encrypting image data outside the vehicle involves identifying a region of interest in the image data outside the vehicle, checking the sizes of macro blocks divided into different sizes based on the luminance and color difference of the image data, and confirming the identified interest area. It includes encrypting the luminance data of a macro block smaller than a preset size among the macro blocks in the area.

According to another aspect, a vehicle control method includes, when it is determined that the current location is a highway, the vehicle's braking force, acceleration amount, and steering angle are checked, and a condition in which the confirmed braking force is greater than the standard braking force, a condition in which the confirmed acceleration amount is greater than the standard acceleration amount, and , if all conditions that the confirmed steering angle is greater than the reference steering angle are not satisfied, storing the encrypted image data in the first memory, and if at least one of the conditions is satisfied, storing the encrypted image data in the second memory. do.

Encrypting external image data means that, if an accident risk situation is determined, the direction in which the accident risk situation occurred is confirmed, and among the first, second, third, and fourth cameras that acquire external images from front, back, left, and right, corresponding to the confirmed direction. It includes encrypting luminance data of image data acquired from at least one camera installed adjacent to the direction.

A vehicle control method according to another aspect further includes transmitting encrypted video data to a server when it is determined that an accident risk situation is present.

The present invention stores image data acquired during autonomous driving in a volatile storage device, and when an accident risk situation occurs, image data corresponding to the driving situation is stored in a non-volatile storage device to increase the capacity of data stored in the storage device in the vehicle. It can be reduced and the accident situation can be easily identified when an accident occurs.

The present invention can further reduce the amount of data stored in the non-volatile storage device by storing only the luminance data among the image data in the non-volatile storage device when an accident risk occurs, and as the amount of data stored in the non-volatile storage device decreases, Video data stored in non-volatile storage devices can be stored for a long period of time.

The present invention can further reduce the amount of data stored in the non-volatile storage device by storing only image data in the direction in which the risk of an accident occurred in the non-volatile storage device, and as the amount of data stored in the non-volatile storage device decreases, the amount of data stored in the non-volatile storage device decreases. Video data stored in volatile storage devices can be stored for a long period of time.

The present invention can reduce the amount of data stored in the storage device by transmitting video data corresponding to the driving situation to the server and storing it on the server when the driving situation is at risk of an accident, and when an accident occurs on the server, the accident situation is facilitated. You can make sure you understand it accurately.

In this way, the present invention can efficiently store video data in an embedded environment by selectively encrypting and storing only a portion of the video data in compressed NAL form, taking advantage of the characteristics of the video data, according to memory limitations in the embedded environment.

The present invention can improve the quality and marketability of autonomous driving control devices and vehicles with autonomous driving functions, further increase user satisfaction, and secure product competitiveness.

1 is a control configuration diagram of a vehicle according to an embodiment.
Figure 2 is a detailed configuration diagram of a control unit of a vehicle according to an embodiment.
Figure 3 is a configuration diagram of a network abstraction layer for transmitting video from a camera installed in a vehicle according to an embodiment.
Figure 4 is an example diagram of a macro block of image data acquired from a camera installed in a vehicle according to an embodiment.
5 is a control flowchart of a vehicle according to an embodiment.
Figure 6 is a flowchart of encryption and storage of image data of a vehicle according to an embodiment.
Figure 7 is a control configuration diagram of a server communicating with a vehicle according to an embodiment.

Like reference numerals refer to like elements throughout the specification. This specification does not describe all elements of the embodiments, and general content or overlapping content between the embodiments in the technical field to which the present invention pertains is omitted. The term 'unit or device' used in the specification may be implemented as software or hardware, and depending on the embodiments, a plurality of 'units and devices' may be implemented as one component, or one 'unit or device' may be implemented as a single component. It is also possible to include components of

Throughout the specification, when a part is said to be “connected” to another part, this includes not only direct connection but also indirect connection, and indirect connection includes connection through a wireless communication network. do.

Additionally, when it is said that a part "includes" a certain component, this does not mean that other components are excluded, but that it can further include other components, unless specifically stated to the contrary.

Terms such as first and second are used to distinguish one component from another component, and the components are not limited by the above-mentioned terms.

Singular expressions include plural expressions unless the context clearly makes an exception.

The identification code for each step is used for convenience of explanation. The identification code does not explain the order of each step, and each step may be performed differently from the specified order unless a specific order is clearly stated in the context. there is.

Hereinafter, the operating principle and embodiments of the present invention will be described with reference to the attached drawings.

1 is a control configuration diagram of a vehicle according to an embodiment.

The vehicle of this embodiment may be a vehicle capable of autonomous driving and may be equipped with an autonomous driving control device.

In addition, the vehicle of this embodiment can control driving based on the driver's operation information in response to the driver's selection of the manual driving mode, and gives the driver control rights to control driving when an unexpected situation occurs while performing the autonomous driving mode. It can be handed over to.

The vehicle can perform a manual driving mode when handing over control for driving to the driver.

A vehicle capable of such autonomous driving may include a body having an exterior and an interior, and a chassis in which mechanical devices necessary for driving are installed in the remaining parts excluding the body.

Here, the exterior of the car body includes the front panel, bonnet, roof panel, rear panel, doors on the front, left, and right, windows that can be opened and closed on the front, left, and right doors, a front windshield (or front glass) to ensure forward visibility, and rear visibility. It may include a rear windshield (or rear glass) to secure.

And the interior of the car body may include a seat for the occupants to sit on, a dashboard, a center fascia, a head unit, etc.

Such a vehicle may further include a steering wheel of a steering device for controlling the driving direction, a brake pedal pressed by the driver in response to the driver's will to brake, and an accelerator pedal pressed by the driver in response to the driver's will to accelerate. You can. Additionally, depending on the type of vehicle, the vehicle may further include a clutch pedal.

The vehicle includes a first image acquisition unit 110, a second image acquisition unit 120, an obstacle detection unit 130, a driving operation information detection unit 140, a first control unit 150, a first storage unit 151, and a first storage unit 151. It includes a communication unit 160, a first input unit 170, a first display unit 180, and a sound output unit 190.

The first image acquisition unit 110 acquires an image of the road on which the vehicle travels. This first image acquisition unit 110 can acquire an image of the road in front of the vehicle.

The first image acquisition unit 110 is a camera and may be an Ethernet camera capable of communication.

This first image acquisition unit 110 may include a CCD or CMOS image sensor, and may use a 3D space recognition sensor such as KINECT (RGB-D sensor), TOF (Structured Light Sensor), stereo camera, etc. It may also be included.

The first image acquisition unit 110 may be provided inside the vehicle but may be provided toward the outside of the vehicle to capture images of the outside of the vehicle. This first image acquisition unit 110 may be provided on the front windshield or rear-view mirror.

The first image acquisition unit 110 may be provided to be exposed to the outside of the vehicle. This first image acquisition unit 110 may be provided on the roof panel.

The first image acquisition unit 110 may be a black box camera or a camera of an autonomous driving control device provided for autonomous driving.

The first image acquisition unit 110 photographs the environment outside the vehicle, especially the road environment on which the vehicle runs, at the current location of the vehicle, and also photographs obstacles in front of the vehicle, and converts the captured information into an electrical signal. Then, image data corresponding to the converted electrical signal is acquired and the obtained image data is transmitted to the control unit 150.

In addition, the first image acquisition unit 110 includes not only a first camera that acquires images of the front of the vehicle, but also a second camera that acquires images of the rear of the vehicle, and a third camera and a fourth camera that acquire images of the left and right sides of the vehicle. It is also possible to include at least one more of the following.

The second camera may be a rear camera.

Accordingly, the first image acquisition unit 110 photographs obstacles and road environments at the rear and on the left and right sides of the vehicle, converts the photographed information into electrical signals, acquires image data corresponding to the converted electrical signals, and acquires image data corresponding to the converted electrical signals. Image data can be transmitted to the control unit 150.

The second image acquisition unit 120 acquires the driver's image.

The second image acquisition unit 120 may acquire images of the driver's face and gaze from among the driver's images.

The second image acquisition unit 120 is also capable of acquiring images of not only the driver's seat, but also the passenger seat and rear seat.

The second image acquisition unit 120 is a camera and may be an Ethernet camera capable of communication.

The second image acquisition unit 120 may include a CCD or CMOS image sensor.

The second image acquisition unit 120 may be provided on the front windshield or rear-view mirror to face the driver.

This second image acquisition unit 120 can photograph the environment inside the vehicle, convert the photographed information into an electrical signal, acquire image data corresponding to the converted electrical signal, and transmit the obtained image data to the control unit 150. there is.

The obstacle detection unit 130 detects the presence or absence of obstacles in the forward, left, right, and left directions and the location of the obstacles based on the location of the vehicle. Here, location can include distance and direction.

More specifically, the obstacle detection unit 130 detects obstacles located outside the vehicle, such as a front vehicle traveling in front of the vehicle, stationary objects such as structures installed around the road, and other vehicles approaching from the opposite lane. Detect etc.

The obstacle detection unit 130 can detect obstacles located not only in front of the vehicle, but also behind, and on the left and right sides.

This obstacle detection unit 130 may be provided on at least one of the front panel, roof panel, and rear panel of the vehicle.

The obstacle detection unit 130 may include a radar sensor or a light detection and ranging (Lidar) sensor.

A radar sensor is a sensor that detects the position and distance of an object using reflected waves generated by radio wave radiation when transmission and reception are performed in the same place.

LiDAR (Light Detection And Ranging) sensor is a non-contact distance detection sensor that uses the principle of laser radar.

Since the LiDAR sensor has higher detection accuracy in the lateral direction compared to the RaDAR (Radio Detecting And Ranging) sensor, it can increase the accuracy of the process of determining whether a passage exists ahead.

Here, the laser may be a single laser pulse.

The obstacle detection unit 130 may include an ultrasonic sensor or a radar sensor.

An ultrasonic sensor generates ultrasonic waves for a certain period of time and then detects a signal that is reflected back from an object.

Ultrasonic sensors can be used to determine the presence or absence of obstacles such as pedestrians within a short range.

The driving operation information detection unit 140 detects operation information operated by the driver.

The driving manipulation information detection unit 140 can detect manipulation information corresponding to the driver's intention to brake, intention to accelerate, and intention to steer in the manual driving mode.

The driving manipulation information detection unit 140 can detect manipulation information corresponding to the driver's intention to brake, intention to accelerate, and intention to steer by handing over control during autonomous driving mode.

In addition, the driving manipulation information detection unit 140 is also capable of detecting manipulation information corresponding to the driver's braking intention, acceleration intention, and steering intention due to the driver's driving intervention in autonomous driving mode.

The driving operation information detection unit 140 may include a first pressure detection unit 141, a second pressure detection unit 142, and a steering angle detection unit 143.

The first pressure detection unit 141 detects the pressure applied to the brake pedal and outputs pressure information corresponding to the detected pressure.

The first pressure detector 141 may include at least one of a pressure sensor and a position sensor.

The second pressure detection unit 142 detects the pressure applied to the accelerator pedal and outputs pressure information corresponding to the detected pressure.

The second pressure detector 142 may include at least one of a pressure sensor and a position sensor.

The steering angle detection unit 143 detects the steering angle of the steering wheel to recognize the driving direction of the vehicle and outputs steering angle information corresponding to the detected steering angle.

The steering angle detector 143 may include an angular velocity sensor that detects the steering angular velocity of the steering wheel and a yaw rate sensor that detects the yaw moment of the vehicle.

The vehicle may further include a torque detector (not shown) that detects the steering torque applied to the steering wheel or the steering torque output from the steering device.

The first control unit 150 may be an autonomous driving control device for controlling autonomous driving.

When the first control unit 150 is an autonomous driving control device for controlling autonomous driving, the first control unit may communicate with the first and second image acquisition units and the obstacle detection unit through the first communication unit.

Additionally, the first control unit 150 may include an autonomous driving control device for controlling autonomous driving.

If the driving mode is the autonomous driving mode, the first control unit 150 checks the current location information and destination information, creates a route from the current location to the destination based on the confirmed current location information and destination information, and autonomously operates based on the generated route. Control driving.

When a plurality of paths are created, the first control unit 150 requests the driver to select one, and when a command to select one path is input from the driver, it controls autonomous driving based on the one input path.

The first control unit 150 can also control the output of route information to the destination. That is, the first control unit 150 generates navigation information and controls the output of the generated navigation information so that the vehicle can drive along the selected route.

The first control unit 150 controls the first display unit 180 to display the route from the current location to the destination by matching it to the map, and controls the first display unit 180 to display route information from the current location to the destination. control, and at the same time, the operation of the sound output unit 190 can be controlled so that route information is output as sound.

The first control unit 150 can also control the operation of the first display unit 180 of the terminal so that location information of obstacles is displayed.

That is, the first control unit 150 is capable of displaying images in the front, left, and right directions of the vehicle acquired through the first image acquisition unit 130 while performing autonomous driving mode, and performs route matching in conjunction with the navigation mode. It is also possible to display map information and route information.

When controlling autonomous driving, the first control unit 150 can control driving at a preset speed or a speed selected by the driver.

The vehicle may further include a speed detection unit (not shown) to detect the driving speed of the vehicle. This speed detection unit may include a plurality of wheel speed sensors provided on each of a plurality of wheels of the vehicle, and may include an acceleration sensor that detects acceleration of the vehicle.

That is, when the first control unit 150 receives the image data of the image acquired by the first image acquisition unit 110, it processes the received image data to recognize the lane of the road and drives based on the location information of the recognized lane. It recognizes the lane and controls autonomous driving along the recognized driving lane, but controls the steering of the vehicle based on the path, and uses a power unit (not shown) and a braking unit (not shown) to ensure that the detected speed follows the preset speed. control.

In autonomous driving mode, the first control unit 150 checks the positions of other vehicles and obstacles traveling in the left and right lanes of the own lane based on information on the distance to the obstacle detected by the obstacle detection unit 130, It is possible to check the distance corresponding to the location of other confirmed vehicles and obstacles, and to adjust the speed of the own vehicle based on the distance to other confirmed vehicles and obstacles. This helps prevent collisions with obstacles.

The first control unit 150 is also capable of encrypting and storing the luminance data of the image data acquired by the first and second image acquisition units 110 and 120 in the autonomous driving mode.

In the autonomous driving mode, the first control unit 150 determines whether the current driving situation is an accident risk situation based on the detection information of the obstacle detected by the obstacle detection unit 130, and if it is determined that the current driving situation is an accident risk situation, the first control unit 150 determines whether the current driving situation is an accident risk situation. It is also possible to encrypt and store the luminance data of the image data acquired by the first and second image acquisition units 110 and 120.

More specifically, the first control unit 150 acquires the driving speed of the own vehicle based on the detection information detected by the speed detection unit (not shown), and obtains the driving speed of the own vehicle and the distance from the obstacle. At least one of the relative distance and relative speed with the obstacle is obtained, and based on at least one of the obtained relative distance and relative speed, it is determined whether there is a risk of an accident due to collision with the obstacle.

The first control unit 150 determines that there is a risk of an accident due to collision with an obstacle if at least one of the conditions that the relative distance to the obstacle is less than or equal to the standard relative distance and the condition that the relative speed of the obstacle is greater than or equal to the reference relative speed is satisfied.

The first control unit 150 obtains the expected collision time (Time To Collision, TTC) between the vehicle and the obstacle based on the obtained relative distance to the obstacle and the relative speed, and the obtained expected collision time is less than or equal to the reference collision time. It is also possible to determine that there is a risk of an accident due to collision with an obstacle.

The first control unit 150 is also capable of storing obstacle detection information when it is determined that the situation is likely to cause an accident.

When determining whether there is an accident risk, the first control unit 150 determines at least one of the accident risk corresponding to the relative distance to the obstacle, the accident risk corresponding to the relative speed with the obstacle, and the accident risk corresponding to the expected collision time with the obstacle. It is also possible to check one and, if the confirmed risk is higher than the standard risk, transfer driving control to the driver.

When handing over driving control rights, the first control unit 150 stops autonomous driving control from the current location to the destination and controls driving of the vehicle based on operation information transmitted from the brake pedal, accelerator pedal, and steering wheel.

When handing over driving control rights, the first control unit 150 controls at least one of the first display unit and the sound output unit to output information about handing over driving control rights.

The first control unit 150 checks the braking force, acceleration amount, and steering angle while controlling autonomous driving, and determines that it is an accident risk situation if the confirmed braking force is greater than the standard braking force. If the confirmed acceleration amount is greater than the standard acceleration amount, it determines that it is an accident risk situation. If the confirmed steering angle is greater than the standard steering angle, it is determined that there is a risk of an accident.

If the current location of the vehicle is a highway, the first control unit 150 checks the braking force, acceleration amount, and steering angle, sets the condition that the confirmed braking force is more than the standard braking force, the confirmed acceleration amount is more than the standard acceleration amount, and the confirmed steering angle is the standard. If at least one of the conditions exceeding the steering angle is satisfied, it is possible to determine that the situation is at risk of an accident.

As shown in FIG. 2, when the vehicle is equipped with first, second, third, and fourth cameras (111, 112, 113, and 114) that acquire images of the front, rear, left, and right sides, the first control unit 150 acquires the first image. A decoding unit 150a that decodes images acquired from the first, second, third, and fourth cameras 111, 112, 113, and 114, respectively, and performs lane recognition and obstacle recognition based on the decoded image data. Acquired from the driving control unit 150b, which controls autonomous driving based on information on the recognized lane and information on recognized obstacles, and the first, second, third, and fourth cameras 111, 112, 113, and 114 of the first image acquisition unit. It may include an encryption unit 150c that encrypts each piece of image data and transmits the encrypted image data to at least one of the first storage unit 151 and the first communication unit 160.

Here, the first, second, third, and fourth cameras (111, 112, 113, and 114) of the first image acquisition unit are Ethernet cameras, and the acquired image data is encrypted and transmitted to the decoding unit (150a) of the first control unit (150). You can.

When transmitting an image data packet, the first, second, third, and fourth cameras (111, 112, 113, and 114) generate network abstraction layer (NAL) information that abstracts information about the image data to be transmitted, and network abstraction layer information A packet of video data including is generated and the generated video data packet is transmitted through network communication.

That is, cameras 1, 2, 3, and 4 (111, 112, 113, and 114) can efficiently transmit images by transmitting packets known as Network Abstraction Layer (NAL) units.

The image data received by the first control unit may be a stream composed of Network Abstraction Layer (NAL) units.

Accordingly, the decoding unit 150a of the first control unit 150 can decode the received image data into a data format that can be recognized by the vehicle for autonomous driving.

Here, the four video data acquired for 60 seconds at the same time and decoded by the decoder may have an amount of 1Mpixel x 1.5Bytes x 3fps x 60s x 4ch = 1080MBps.

The driving control unit 150b of the first control unit 150 receives decoded image data from the first, second, third, and fourth cameras, respectively, and performs signal processing on the received image data, in order to improve the speed of signal processing. You can change the size and format, perform image quality improvement operations, and perform clearing processing and noise removal processing. It is also possible to perform such signal processing in the decoding unit.

The driving control unit 150b applies vision technologies that decompose objects in the image data to recognize lanes from the image data and recognize obstacles in the objects.

The driving control unit 150b can identify the size and location of the obstacle based on the image data and calculate the location and trajectory of the obstacle to distinguish whether the obstacle is a bicycle, pedestrian, sign, traffic light, or other vehicle.

The driving control unit 150b clusters the point data detected by the obstacle detection unit 130 to recognize shape information and location information of the obstacle, and is also capable of distinguishing the type of obstacle based on the shape information of the obstacle.

That is, the driving control unit 150b can recognize the shape information and location information of the obstacle from the direction, distance, and amount of points between the vehicle and the obstacle.

The driving control unit 150b acquires location information of at least one obstacle based on at least one of image information acquired by the first image acquisition unit 110 and detection information detected by the obstacle detection unit 130, and obtains location information of at least one obstacle. Based on the location information of one obstacle, location information about an obstacle with a risk of collision can be obtained.

The driving control unit 150b recognizes whether a situation requires braking, a situation requiring acceleration, or a situation requiring steering based on the location information of the obstacle, and controls at least one of braking, acceleration, and steering based on the recognized necessary situation. do.

If it is determined that there is a risk of an accident due to collision, the driving control unit 150b may control the operation of the first storage unit to store the encrypted image data.

The driving control unit of the first control unit 150 may also transmit a signal corresponding to the risk of an accident to the encryption unit.

The driving control unit of the first control unit 150 may also transmit a signal corresponding to the direction of the risk of an accident to the encryption unit.

The encryption unit 150c encrypts the video data of the network abstraction layer unit transmitted from the first, second, third, and fourth cameras (111, 112, 113, and 114).

As shown in FIG. 3, a network abstraction layer (NAL) may include a network abstraction layer unit and payloads.

Here, a raw byte sequence payload (RBSP) may be located in the payload, and the raw byte sequence payload (RBSP) may include a sequence parameter set (SPS: Sequence Parameter Set) and a picture parameter set ( A parameter set that provides information such as PPS (Picture Parameter Set) and a plurality of slices corresponding to a video coding layer (VCL: Video Coding Layer) may be included.

The video coding layer (VCL) can interface with the outside through a network abstraction layer unit (NAL Unit).

The plurality of slices consists of an Instantaneous Decoding Refresh (IDR) slice, which is the leading picture of the video sequence, and a non-IDR slice.

Each slice may be comprised of a slice layer including a header and data, and data in the slice layer may include a macroblock layer comprised of a plurality of macroblocks.

Here, the macro block layer is the minimum unit that constitutes the network abstraction layer and may be the basic unit of video in H.264.

Each macroblock in the macroblock layer is a prediction unit that groups several pixel blocks for motion compensation and motion prediction, and includes Type, Prediction Type, Coded Picture Buffer (CPB), and Quantization. Includes parameters (QP: quantization parameter) and data (DATA). Here, the data of the macro block includes luminance data (Y) and color difference data (Cr, Cb).

Here, luminance data may have 4X4 or 16X16 pixel blocks, and chrominance data may have 8X8 pixel blocks.

Each macroblock can use a different encryption method, and the encryption methods include DES (Data Encryption standard), 3DES (Triple Data Encryption standard), AES (Advanced Encryption Standard), ARIA (Academy Research Institute Agency), and seed. (SEED), HEIGHT (HIGh security and light weight), etc.

That is, encryption can be done on a macroblock basis.

All data in H.264 is composed of each network abstraction layer unit (NAL Unit), and each network abstraction layer (NAL) can have a unique serial number.

As shown in FIG. 4, the image data received by the encryption unit 150c of the first control unit may be divided into macro blocks of different sizes (MB1, MB2, and MB3) according to color difference and luminance.

Additionally, the encryption unit 150c of the first control unit can obtain a region of interest (ROI) through obstacle recognition in the received image data. It is also possible to receive information about the area of interest from the driving control unit 150b.

When the image data acquired by the first, second, third, and fourth cameras are respectively received, the encryption unit 150c checks the luminance data for each macro block in each received image data, and encrypts only the confirmed luminance data for each macro block. Image data with only the luminance data encrypted for each macro block is stored in the first storage unit.

The encryption unit 150c stores the encrypted video data in the first memory 151a of the first storage unit if the vehicle's driving situation is not an accident risk situation, and stores the encrypted video data if the vehicle's driving situation is an accident risk situation. The first communication unit 160 is controlled so that the encrypted video data is stored in the second memory 151b of the first storage unit and transmitted to the server 200.

The encryption unit 150c is also capable of receiving a storage command corresponding to an accident risk situation from the driving control unit.

The encryption unit 150c is also capable of encrypting image data acquired by the second image acquisition unit 120. At this time, it is also possible to encrypt only the luminance data for each macro block of the image data acquired by the second image acquisition unit 120.

The encryption unit 150c is also capable of encrypting image data acquired from the first image acquisition unit and the second image acquisition unit in different ways.

The encryption unit 150c identifies a region of interest in the image data, identifies a macro block smaller than a preset size among the macro blocks in the identified region of interest, and encrypts the luminance data of the confirmed macro block.

The encryption unit 150c is also capable of identifying a region of interest in the image data and encrypting luminance data of the identified region of interest.

The encryption unit 150c is also capable of checking macro blocks of image data that are smaller than a preset size and encrypting the luminance data of the confirmed macro blocks.

If it is determined that there is an accident risk situation, the first control unit 150 may check the direction in which the accident risk situation occurred and control the encryption of image data of at least one camera corresponding to the confirmed direction.

For example, if the direction in which an accident risk situation occurs is the front, the first control unit 150 may encrypt the image data obtained from the first camera and store it in the second memory, and the third, It is also possible to further encrypt the image data obtained from the 4 camera and store it in the second memory.

If the direction in which an accident risk situation occurs is from the rear, the first control unit 150 can encrypt the image data obtained from the second camera and store it in the second memory, and the image data obtained from the third and fourth cameras in the direction adjacent to the rear can be used. It is also possible to further encrypt the image data and store it in the second memory.

If the direction in which an accident risk situation occurs is to the right, the first control unit 150 is also capable of encrypting the image data obtained from the fourth camera and storing it in the second memory, and the first and second cameras in the direction adjacent to the right direction. It is also possible to further encrypt the image data acquired and store it in the second memory.

If the direction in which an accident risk situation occurs is toward the left, the first control unit 150 is also capable of encrypting the image data obtained from the third camera and storing it in the second memory. It is also possible to further encrypt the acquired image data and store it in the second memory.

The first control unit 150 may encrypt and store all image data acquired from the second image acquisition unit.

If the accident risk is higher than the standard risk, the first control unit 150 determines that there is a risk of a secondary accident and encrypts the luminance data of the image data obtained from the first, second, third, and fourth cameras and stores it in the second memory. It is also possible to do so.

The first control unit 150 determines whether rotation of the vehicle body has occurred based on the difference between the speeds of the plurality of wheels. If it is determined that rotation of the vehicle body has occurred, the first control unit 150 uses the luminance data of the image data acquired from the first, second, third, and fourth cameras. It is also possible to encrypt and store it in the second memory.

The first control unit 150 can also determine whether rotation of the vehicle body has occurred based on information detected by a yaw rate detector (not shown).

The first control unit 150 is also capable of encrypting the luminance data of the image data acquired from the first, second, third, and fourth cameras so that the overall situation can be identified when a collision occurs.

If it is determined that there is an accident risk situation, the first control unit 150 can store the obstacle information detected by the obstacle detection unit in the second memory of the first storage unit and control the first communication unit so that it is transmitted to the server.

Even in manual driving mode, if the first control unit 150 determines that there is an accident risk situation, it is possible to encrypt and store only the luminance data of the image data acquired by the first and second image acquisition units in order to determine the cause of the accident. .

When the driving mode is a manual driving mode, the first control unit 150 allows driving while adjusting the driving direction and driving speed of the vehicle based on operation information of the brake pedal, accelerator pedal, and steering wheel.

That is, when performing the manual driving mode, the first control unit 150 controls braking and deceleration of the vehicle based on the pressure information detected by the first pressure detection unit 141, and controls the braking and deceleration of the vehicle based on the pressure information detected by the second pressure detection unit 142. Acceleration of the vehicle is controlled based on pressure information, and the driving direction of the vehicle is controlled based on the steering angle information detected by the steering angle detector 143.

The first control unit 150 includes a memory (not shown) that stores data for an algorithm for controlling the encryption and decoding of images or a program that reproduces the algorithm, and a processor that performs the above-described operations using the data stored in the memory. (not shown) may be included.

The first control unit 150 may be an electronic control unit (ECU) that controls at least one of autonomous and manual driving of the vehicle, and may be any one of a microcomputer, CPU, or processor.

The first control unit 150 has a memory (not shown) that stores data for an algorithm for controlling the operation of components in the vehicle or a program that reproduces the algorithm, and performs the above-described operations using the data stored in the memory. It may be implemented with a processor (not shown). At this time, the memory and processor may each be implemented as separate chips. Alternatively, the memory and processor may be implemented as a single chip.

The first storage unit 151 may include a first memory 151a and a second memory 151b.

The first memory 151a may be a volatile memory, and the second memory 151b may be a non-volatile memory.

The first memory 151a can store encrypted video data during autonomous driving, and the second memory 151b can store encrypted video data in an accident risk situation.

The second memory 151b can further store obstacle detection information in case of an accident risk situation, and can further store date and time information and location information.

Volatile memory may include at least one of S-RAM and D-RAM.

The non-volatile memory may include at least one of flash memory, read only memory (ROM), erasable programmable read only memory (EPROM), and electrically erasable programmable read only memory (EEPROM).

Non-volatile memory may further include PROM, EAROM, FeRAM, MRAM, PRAM, SONOS, RRAM, and NRAM.

The first storage unit 151 may be implemented as at least one of a storage medium such as a hard disk drive (HDD) or CD-ROM, but is not limited thereto.

The first storage unit 151 can also store a preset size.

The first storage unit 151 may store at least one of the reference relative distance to the obstacle, the reference relative speed, and the reference expected collision time for determining an accident risk situation.

The first storage unit 151 may further store an accident risk corresponding to the relative distance to the obstacle, an accident risk corresponding to the relative speed to the obstacle, and an accident risk corresponding to the expected collision time.

The first storage unit 151 may also be provided integrally with the first control unit 150.

The first storage unit 151 may be a memory implemented as a separate chip from the processor related to the first control unit 150, or may be a memory implemented as a single chip with the processor.

The first communication unit 160 may include an antenna.

The first communication unit 160 communicates with the infrastructure through an antenna and can receive information transmitted from the server 200 through the infrastructure. That is, the first communication unit 160 can communicate with the server 200 through the road infrastructure.

The first communication unit 160 communicates with the server 200, infrastructure, and other vehicles.

The first communication unit 160 transmits a control signal from the first control unit 150 to the server 200 and various information transmitted from the server 200 to the first control unit 150.

The first communication unit 160 transmits various information corresponding to accident risk situations to the server 200. Here, the various information may include image data of the first image acquisition unit and image data of the second image acquisition unit acquired in an accident risk situation, and may further include driving operation information.

Here, various types of information may further include driver identification information, vehicle identification information, obstacle detection information, and vehicle location information.

The first communication unit 160 may transmit data in which luminance data is encrypted among image data corresponding to an accident risk situation to the server 200.

The first communication unit 160 is also capable of communicating with other vehicles when performing autonomous driving mode. Through this, the first communication unit 160 can receive information about surrounding roads from other vehicles.

The first communication unit 160 may include one or more components that enable communication with the server 200, infrastructure, and other vehicles, for example, at least one of a short-range communication module, a wired communication module, and a wireless communication module. It can be included.

The short-range communication module transmits signals using a wireless communication network at a short distance, such as a Bluetooth module, infrared communication module, RFID (Radio Frequency Identification) communication module, WLAN (Wireless Local Access Network) communication module, NFC communication module, and Zigbee communication module. It may include various short-range communication modules that transmit and receive.

Wired communication modules include a variety of wired communication modules, such as Controller Area Network (CAN) communication modules, Local Area Network (LAN) modules, Wide Area Network (WAN) modules, or Value Added Network (VAN) modules. In addition to communication modules, various cable communications such as USB (Universal Serial Bus), HDMI (High Definition Multimedia Interface), DVI (Digital Visual Interface), RS-232 (recommended standard232), power line communication, or POTS (plain old telephone service) Can contain modules.

The wired communication module may further include a Local Interconnect Network (LIN).

In addition to Wi-Fi modules and WiBro (Wireless broadband) modules, wireless communication modules include GSM (global System for Mobile Communication), CDMA (Code Division Multiple Access), WCDMA (Wideband Code Division Multiple Access), and UMTS (universal mobile telecommunications system). ), TDMA (Time Division Multiple Access), and LTE (Long Term Evolution) may include a wireless communication module that supports various wireless communication methods.

The first communication unit 160 may further include a location receiver (not shown) for receiving location information corresponding to the current location of the vehicle.

The location receiver may include a Global Positioning System (GPS) receiver.

Here, the GPS (Global Positioning System) receiver includes an antenna module and a signal processing unit that receives signals from a plurality of GPS satellites.

The antenna module may be installed on an antenna provided on the exterior of the vehicle.

The signal processing unit includes software that acquires the current location using distance and time information corresponding to the location signals of a plurality of GPS satellites, and an output unit that outputs the obtained location information of the vehicle.

The first input unit 170 receives operation commands for various functions of the vehicle.

For example, the input unit 170 can receive manual driving mode and autonomous driving mode among driving modes, and can receive destination information and route information.

The first input unit 170 is also capable of receiving at least one of a storage command and a transmission command of image data obtained when an accident risk occurs.

The first input unit 170 may be provided on the head unit and the center fascia, and may include at least one physical button, such as an on/off button for operating various functions and a button for changing the setting values of various functions.

The first input unit 170 may further include a jog dial (not shown) or a touch pad (not shown) for inputting movement commands and selection commands of the cursor displayed on the display unit of the vehicle terminal 114.

Here, the jog dial or touch pad may be provided on the center fascia, etc.

The first display unit 180 displays information about functions being performed in the vehicle, information input by the user, information about obstacle detection, and collision guidance information.

The first display unit 180 may display the vehicle's driving mode, which is a manual driving mode or an autonomous driving mode.

The first display unit 180 is also capable of displaying information about the transfer of vehicle control rights during autonomous driving mode as an image.

The first display unit 180 may be provided in the head unit of the vehicle.

The first display unit 180 may further include at least one of an indicator light provided in the side mirror, an indicator lamp provided in the cluster, and an indicator lamp provided in the interior of the vehicle body.

The first input unit 170 and the first display unit 180 of the vehicle may be implemented as a terminal.

That is, the vehicle may further include a vehicle terminal for user convenience.

The vehicle terminal may be an audio video navigation device (AVN) that performs audio functions, video functions, and navigation functions. In addition, the vehicle terminal can further perform at least one of a broadcast function (DMB function) and a radio function.

Such a vehicle terminal can display an image for at least one function selected by the user. In addition, the vehicle terminal can display images in the front, rear, left, and right directions and display the location of obstacles in autonomous driving mode.

The vehicle terminal can display collision information using screen color, text, emoticons, etc.

When the navigation function is selected, the vehicle terminal displays a map image within a certain range from the current location of the vehicle, and when a destination is entered, it displays map information matching the route information from the current location to the destination.

These vehicle terminals can be installed in a buried or stationary manner on the dashboard.

The sound output unit 190 outputs sound corresponding to the function being performed in the vehicle.

The sound output unit 190 outputs warning information to warn of a collision with an obstacle, to warn of the risk of driver drowsiness, and to warn of the risk of erroneous pedal operation.

The sound output unit 190 is also capable of outputting a notification of handing over control of the vehicle as sound during autonomous driving mode.

This sound output unit 190 may include a speaker that outputs sounds such as warning sounds and guidance sounds.

5 is a flowchart of a vehicle control method according to an embodiment.

When the vehicle 100 is started and the autonomous driving mode is selected (301), the vehicle 100 checks the current location information of the vehicle received in the location receiver, and displays a map matching the current location based on the current location information of the vehicle on the first display unit. It should be displayed through .

When destination information is input, the vehicle 100 checks the current location information and destination information, searches for route information from the current location to the destination based on the confirmed destination information and current location information, and based on the searched route information and map information. Thus, navigation information matching the route on the map is displayed through the first display unit.

The vehicle activates the first image acquisition unit 110 and the obstacle detection unit 130, acquires an image of the exterior of the vehicle through the first image acquisition unit 110 during autonomous driving (302), and The image acquired is decoded (303), and obstacles around the vehicle are recognized based on the obstacle detection information detected by the obstacle detection unit.

The vehicle can change the size and format of the decoded video data and perform image quality improvement tasks. Additionally, the vehicle can perform clearing processing and noise removal processing on image-processed image data.

The next vehicle uses vision technologies that recognize objects to recognize obstacles in image data.

When recognizing an obstacle, the vehicle acquires the size and location information of the obstacle, and based on the obtained location information and size information, the obstacle is a bicycle, pedestrian, sign, traffic light, wall, guardrail, street tree, streetlight, and other vehicles. It is also possible to recognize the type of .

The vehicle recognizes the lane in the image data and recognizes the lane in which the vehicle is traveling based on the recognized lane. It is also possible to obtain location information of obstacles in front, left, and rear of the vehicle based on the recognized lane. do.

The vehicle 100 detects obstacles by scanning the surroundings of the vehicle, that is, the front and left and right sides, based on the detection information detected by the obstacle detection unit 130. In addition, the vehicle can also detect obstacles by scanning the rear.

That is, the vehicle 100 controls autonomous driving (304) while recognizing the driving situation based on image data acquired by the first image acquisition unit 110 and detection information detected by the obstacle detection unit 130 during autonomous driving.

During autonomous driving, the vehicle encrypts (305) the image data acquired by the first image acquisition unit and the image data acquired by the second image acquisition unit, and stores each of the encrypted image data in the first storage unit. Save to memory.

During autonomous driving, the vehicle determines whether there is a risk of an accident due to collision with an obstacle, vehicle skidding, rapid acceleration, rapid deceleration, or sudden steering of the vehicle, or vehicle malfunction. That is, the vehicle determines (306) whether an event corresponding to an accident risk has occurred from various sensors of the vehicle, such as an obstacle detection unit.

An example of a configuration for determining event occurrence is explained.

More specifically, the vehicle acquires the driving speed of the own vehicle based on the detection information detected by the speed detection unit (not shown), and the relative distance to the obstacle based on the obtained driving speed of the own vehicle and the distance to the obstacle. and relative speed, and determine whether there is a risk of an accident due to collision with an obstacle based on at least one of the obtained relative distance and relative speed.

The vehicle may determine that there is a risk of an accident due to collision with an obstacle if it satisfies at least one of the conditions that the relative distance to the obstacle is less than or equal to the standard relative distance and the condition that the relative speed of the obstacle is greater than or equal to the standard relative speed.

During autonomous driving control, the vehicle checks the braking force, acceleration amount, and steering angle. If the confirmed braking force is greater than the standard braking force, it is judged to be sudden braking and an accident risk situation. If the confirmed acceleration amount is greater than the standard acceleration amount, it is judged to be sudden acceleration. It is judged to be an accident risk situation, and if the confirmed steering angle is greater than the standard steering angle, it is possible to determine that it is a sudden steering situation and therefore an accident risk situation.

If the current location of the vehicle is a highway, the vehicle checks the braking force, acceleration amount, and steering angle, and determines at least one of the following conditions: the confirmed braking force is greater than the standard braking force, the confirmed acceleration amount is greater than the standard acceleration amount, and the confirmed steering angle is greater than the standard steering angle. If one of the conditions is satisfied, it is possible to determine that there is an accident risk situation.

It is also possible for the vehicle to determine that there is a risk of an accident if the vehicle's slip amount is greater than the standard slip amount.

When it is determined that an event has occurred, the vehicle stores each encrypted video data in the second memory of the first storage unit and transmits the encrypted video data to the server (307).

That is, in autonomous driving mode, the vehicle encrypts the luminance data of the image data acquired by the first and second image acquisition units 110 and 120 and stores it in the first memory, but if it is determined that an accident risk situation is present, the first and second images are The luminance data of the image data acquired by the acquisition units 110 and 120 is encrypted and stored in the second memory.

The configuration for encrypting and storing video data will be described with reference to FIG. 6.

The first, second, third, and fourth cameras 111, 112, 113, and 114 may generate image data in Network Abstraction Layer (NAL) units.

Since the configuration for encrypting the luminance data of the image data of the first, second, third, and fourth cameras 111, 112, 113, and 114 is the same, only the configuration for encrypting the luminance data of the image data of the first camera will be described.

When in autonomous driving mode, the vehicle receives (311) image data acquired by the first camera (111).

The vehicle detects a slice from the image data of a Network Abstraction Layer (NAL) unit (312) and checks the macroblock in the detected slice (313).

The vehicle determines (314) whether the confirmed macro block is to be stored.

Here, determining whether it is a storage target involves acquiring an area of interest through obstacle recognition in the image data, checking the size of the macroblock included in the obtained area of interest, and determining whether the size of the confirmed macroblock is smaller than a preset size. This includes determining that the confirmed macroblock is a storage target if it is determined that the size is smaller than the preset size.

In addition, it is possible to determine whether the video data is subject to storage if the size of the macroblock of the image data is smaller than the preset size and the number of macroblocks is greater than the standard number.

In addition, it is possible to determine whether an area is a storage target if an area of interest exists in the image data.

If the vehicle determines that it is a storage target, only the luminance data (Y component) of the macro block is encrypted (315) and primarily stored in the first memory (316).

That is, if the vehicle determines that an event has not occurred, only the luminance data of the encrypted image data is encrypted and stored primarily in the first memory (151a) of the first storage unit, and if it is determined that an event has occurred (317), the encrypted image data is stored secondarily in the second memory 151b of the first storage unit (318).

If the vehicle determines that the event is an accident risk situation, it is possible to check the direction in which the accident risk situation occurred and control the encryption of video data of at least one camera corresponding to the confirmed direction.

For example, if the direction in which an accident risk situation occurs is the front, the vehicle can encrypt the image data obtained from the first camera and store it in the second memory, and the image data obtained from the third and fourth cameras in the direction adjacent to the front can be encrypted and stored in the second memory. It is also possible to further encrypt the video data and store it in the second memory.

If the direction in which an accident risk situation occurs is from the rear, the vehicle can encrypt the image data obtained from the second camera and store it in the second memory, and further encode the image data obtained from the third and fourth cameras in the direction adjacent to the rear. It is also possible to encrypt and store it in the second memory.

If the direction in which an accident risk situation occurs is to the right, the vehicle can encrypt the image data obtained from the fourth camera and store it in the second memory. Image data acquired from the first and second cameras in the direction adjacent to the right direction are also possible. It is also possible to further encrypt and store it in the second memory.

If the direction in which an accident risk situation occurs is to the left, the vehicle can encrypt the image data obtained from the third camera and store it in the second memory, and the image data obtained from the first and second cameras in the direction adjacent to the left direction can be encrypted and stored in the second memory. It is also possible to further encrypt and store it in the second memory.

If it is determined that an accident risk situation exists, the vehicle can store the obstacle information detected by the obstacle detection unit in the second memory of the first storage unit and transmit it to the server.

Figure 7 is a control configuration diagram of a server 200 that communicates with a vehicle according to an embodiment.

The server 200 may be a server provided at a service center that manages a plurality of vehicles, a police station server, an insurance company server, etc.

The server 200 includes a second input unit 210, a second communication unit 220, a second control unit 230, a second storage unit 240, and a second display unit 250.

The second input unit 210 can receive a command for analyzing the cause of an accident.

The second communication unit 220 can communicate with the vehicle.

The second communication unit 220 receives encrypted image data acquired by the first image acquisition unit from the vehicle 100, and receives encrypted image data acquired by the second image acquisition unit from the vehicle 100. , detection information about the obstacle detected by the obstacle detection unit can be received from the vehicle 100, and location information of the vehicle can also be received.

The second communication unit 220 is also capable of receiving operation information of the brake pedal, accelerator pedal, and steering wheel.

The second communication unit 220 is also capable of communicating with a user terminal (not shown). The second communication unit 220 may transmit image data to a user terminal (not shown).

The second control unit 230 decodes the encrypted video data and analyzes the cause of the accident using the decoded video data.

The second control unit 230 may determine sudden intervention of an obstacle based on the decoded image data acquired by the first image acquisition unit 110.

The second control unit 230 may determine the cause of the accident due to a pothole, bump, or fallen object on the road based on the decoded image data acquired by the first image acquisition unit 110.

The second control unit 230 recognizes the driver's face based on the decoded image data acquired by the second image acquisition unit 120, recognizes the driver's gaze from the recognized face, and tracks the recognized gaze in real time. .

The second control unit 230 can determine whether the driver is drowsy from the movement of the driver's face.

The second control unit 230 can predict the driver's concentration level based on the driver's gaze. Here, concentration refers to the state of concentration corresponding to whether the driver is focused or not. Additionally, the concentration state may include a forward looking state.

The second control unit 230 may determine the driver's intention to avoid the vehicle based on operation information of the brake pedal, accelerator pedal, and steering wheel.

The second control unit 230 analyzes the cause of the accident based on obstacle detection information and vehicle status information.

For example, vehicle status information may include vehicle slip.

If it is determined that an accident has occurred, the second control unit 230 may transmit accident information for traffic accident handling to a medical institution or police station based on location information.

The second storage unit 240 stores vehicle identification information.

The second storage unit 240 can store encrypted image data, obstacle detection information, and location information for each vehicle.

The second display unit 250 can display vehicle information and accident occurrence situations as images and display analysis results of accident occurrences as images.

Here, the vehicle information may include vehicle number information, vehicle model information, and vehicle driver information.

Meanwhile, the disclosed embodiments may be implemented in the form of a recording medium that stores instructions executable by a computer. Instructions may be stored in the form of program code, and when executed by a processor, may create program modules to perform operations of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.

Computer-readable recording media include all types of recording media storing instructions that can be decoded by a computer. For example, there may be Read Only Memory (ROM), Random Access Memory (RAM), magnetic tape, magnetic disk, flash memory, optical data storage device, etc.

As described above, the disclosed embodiments have been described with reference to the accompanying drawings. Those skilled in the art will understand that the present invention may be formed in a form different from the disclosed embodiments without changing the technical idea or essential features of the present invention. It will be understood that the present invention can be practiced. The disclosed embodiments are illustrative and should not be construed as limiting.

100: vehicle 110: first image acquisition unit
120: Second image acquisition unit 130: Obstacle detection unit
140: Driving operation information detection unit 150: Control unit

Claims (15)

a communication unit that communicates with an image acquisition unit that acquires images around the exterior of the vehicle and images of the interior of the vehicle, and an obstacle detection unit that detects obstacles;
A control unit that controls autonomous driving based on obstacle detection information detected by the obstacle detection unit and image data acquired by the image acquisition unit, and encrypts luminance data among the image data acquired by the image acquisition unit during control of the autonomous driving. ; and
A storage unit that stores the encrypted luminance data,
The storage unit includes a first memory and a second memory,
When the control unit determines that the current location is a highway, it checks the braking force, acceleration amount, and steering angle of the vehicle, sets the condition that the confirmed braking force is more than the reference braking force, the condition that the confirmed acceleration amount is more than the standard acceleration amount, and the confirmed If all conditions that the steering angle is equal to or greater than the reference steering angle are not satisfied, the encrypted image data is stored in the first memory, and if at least one of the conditions is satisfied, the encrypted image data is stored in the second memory. autonomous driving control device. The method of claim 1, wherein the control unit:
Identify a region of interest in the image data, check the sizes of macro blocks divided into different sizes based on the luminance and color difference of the image data, and select a macro block smaller than a preset size among the macro blocks in the identified region of interest. An autonomous driving control device comprising encrypting luminance data. According to claim 1,
The control unit determines whether an accident risk situation is present based on the obstacle detection information detected by the obstacle detection unit during control of the autonomous driving, and if it is determined that the accident risk situation is not, the control unit stores the encrypted luminance data in the first memory. An autonomous driving control device comprising controlling a first memory and controlling the second memory to store the encrypted luminance data in the second memory when it is determined that the accident risk situation is present. According to clause 1,
The first memory is a volatile memory,
The second memory is a non-volatile memory. The method of claim 1, wherein the control unit:
An autonomous driving control device comprising: identifying a region of interest in the image data and encrypting luminance data of the identified region of interest. The method of claim 1, wherein the control unit:
Autonomous driving control including confirming the sizes of macro blocks divided into different sizes based on the luminance and color difference of the image data, and encrypting luminance data of a macro block smaller than a preset size among the confirmed macro blocks. Device. According to clause 1,
The communication unit performs communication with the server,
The control unit determines whether an accident risk situation is present based on the obstacle detection information detected by the obstacle detection unit during control of the autonomous driving, and if it is determined that the accident risk situation is, controls the communication unit to store the encrypted luminance data in the server. An autonomous driving control device comprising: a first image acquisition unit that acquires an external image;
a second image acquisition unit that acquires an internal image;
An obstacle detection unit that detects obstacles;
Autonomous driving is controlled based on obstacle detection information detected by the obstacle detection unit and image data acquired by the first image acquisition unit, and among image data acquired by the first and second image acquisition units during control of the autonomous driving. a control unit that encrypts luminance data; and
A storage unit that stores the encrypted luminance data,
If the current location is determined to be a highway, the control unit checks the vehicle's braking force, acceleration amount, and steering angle, and sets a condition in which the confirmed braking force is greater than or equal to the reference braking force, a condition in which the confirmed acceleration amount is greater than or equal to the reference acceleration amount, and the confirmed steering angle. A vehicle that stores the encrypted image data in a first memory if all conditions equal to or greater than the reference steering angle are not satisfied, and stores the encrypted image data in a second memory if at least one of the conditions is satisfied. The method of claim 8, wherein the control unit:
Identify a region of interest in the image data, check the sizes of macro blocks divided into different sizes based on the luminance and color difference of the image data, and select a macro block smaller than a preset size among the macro blocks in the identified region of interest. A vehicle comprising encrypting the luminance data of the vehicle. According to claim 8,
The control unit determines whether an accident risk situation is present based on the obstacle detection information detected by the obstacle detection unit during control of the autonomous driving, and if it is determined that the accident risk situation is not, the control unit stores the encrypted luminance data in the first memory. A vehicle comprising: controlling a first memory, and controlling the second memory to store the encrypted luminance data in the second memory when it is determined that an accident risk situation exists. In the autonomous driving mode, the autonomous driving of the vehicle is controlled based on the external image acquired by the first image acquisition unit and the obstacle detection information acquired by the obstacle detection unit,
Determining whether there is an accident risk situation based on obstacle detection information detected by the obstacle detection unit during control of the autonomous driving,
When it is determined that the accident risk situation is present, encrypting and storing the external image data of the vehicle obtained by the first image acquisition unit and the internal image data of the vehicle acquired by the second image acquisition unit, respectively,
If the current location is determined to be a highway, the braking force, acceleration amount, and steering angle of the vehicle are checked,
If the condition that the confirmed braking force is more than the reference braking force, the condition that the confirmed acceleration amount is more than the reference acceleration amount, and the condition that the confirmed steering angle is more than the reference steering angle are not satisfied, the encrypted image data is stored in the first memory,
A vehicle control method further comprising storing the encrypted image data in a second memory when at least one of the conditions is satisfied. The method of claim 11, wherein encrypting image data external to the vehicle includes:
Identifying a region of interest in image data external to the vehicle,
Confirm the sizes of macro blocks divided into different sizes based on the luminance and color difference of the image data,
A vehicle control method comprising encrypting luminance data of a macroblock smaller than a preset size among macroblocks in the identified region of interest. delete The method of claim 11, wherein encrypting the external image data includes:
If it is determined that the above accident risk situation occurred, check the direction in which the accident risk situation occurred,
A vehicle comprising encrypting luminance data of image data acquired from at least one camera installed adjacent to the direction corresponding to the confirmed direction among the first, second, third, and fourth cameras that acquire external images in the front, rear, left, and right sides. control method. According to clause 11,
A method of controlling a vehicle further comprising transmitting the encrypted video data to a server when it is determined that the accident risk situation is present.

Images